TARMAC Notes for October
There has been a temporary reprieve given to us at Basi field. Thanks to vigorous campaigning by Fred Adler (from his sick bed), the WAC has agreed to allow TARMAC to continue to use the Oval next to the Golf Course up until the 30th of January 2006. We have to vacate the site completely by this date and return the gate key to WAC. Only our members are allowed to access the site during flying days and we are restricted to the oval area only and no services (water, power, reticulation) will be available to us. This will give us a bit more breathing space to continue negotiations with the Gosnells council for another home for the club.
Fred
Adler is up and about again after his ankle operation and is now mobile with
the aid of a walking frame. It won’t be
too long before a couple of choruses of `Yakkety Sax’ will have him charging
about like Benny Hill used to do in the closing credits of his show. That walking frame could give him a real
advantage in the combat circle.
As
battery and motor technology has improved in recent years, electric power has
been steadily becoming more popular in aeromodelling. However to date, there has been little sign of much use in
control line flying circles. Here in
W.A., Lex Cunningham is the only person that has made any sort of serious
attempt to fly electric control line, although he isn’t the first to give it a
go. The first electric powered control
line model that I saw fly here was built by fellow aeromodeller and trainee telephone
technician, Graham Mann around 1962. It was powered by a tiny Mabuchi
motor. A battery was carried by the
pilot and power was delivered to it down two short and filament fine insulated
copper wires. The aircraft could barely sustain flight, but it did fly.
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Lex
Cunningham’s super lightweight version of the `Super Zilch’ for electric power.
In the
USA though, it is a different story.
Mike Palko has been flying electric powered stunters for about 6 to 8 years.
He started flying electrics in competition in 2003 and finished 6th
at the 2004 USA Nats and 4th at the 2005 Nats using his latest
design, the `Silencer’ (pictured below).
The `Silencer’ design was published in `Model Aviation’ magazine in
March this year. Bob Hunt, (US Nats
winner and former world champion) has just placed 3rd at the USA team trials
with his Genesis that was converted from IC to electric. If what I have read on the internet is
correct, Bob has based his model on the technology developed by Mike Palko.
Mike says that he thinks that electric power will be superior to
Internal Combustion power in the next few years because it has many advantages
today and it will only get better with time.
The power delivery is the smoothest that you will ever feel. There is no Centre of Gravity shift due to
burning fuel during your flight. There
are no more over runs, bad needle settings, or miscellaneous problems
associated with IC engines (tank issues, dirt, bad fuel etc). No oil soaking, no loss of power in humid
conditions (or bad weather in general).
The advantages are so numerous he is still finding more each time he
flies. He flew his Silencer in wind
gusts to 32mph at the 2004 US Nats to give you an idea of the power
available. Mike has kindly supplied us
with his guidelines for anyone interested in getting started in electric
powered stunt flying.
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Mike Palko’s current stunter design the "Silencer". It was completed in 2004 and was flown at both the 2004 USA Nats where he finished in 6th place in the advanced category and the 2005 Nats where he finished 4th. This design was published in the March issue of Model Aviation magazine.
Mike
writes: This Information is intended to be a good
starting point for a high level electric stunter/sport ship. I know it doesn't get very technical, but
for someone who is just starting out in electric that is exactly what they
need.
I have been asked to make a post on how to convert a glow powered stunter to electric, so here is a short write-up giving you a starting point. This will also work for a scratch built electric model and that will be easier than doing a conversion.
Converting an existing airplane is not the ideal situation because more than likely there are areas that are over built, oil soaked, or are going to need to be modified to accept an electric power system. Also, batteries may be hard to mount depending on balance point and room constraints. To determine whether or not the airplane can be successfully converted follow these steps.
1) Determine the target weight ready to fly. (My example will be a .40 size stunter.) The target weight I chose is 46oz. I will set this as my upper limit.
2) Now you need to calculate the power needed to fly the stunter at a satisfactory performance level. We want a minimum of 160-170 watts/lb input. We have a 46oz stunter or 2.875lbs so we are looking at 2.875lbs x 160 watts/lb = 460 watts input power minimum.
3) Pick the current draw you want the power system to run at and then divide the total number of watts needed to fly the stunter by this number. I will use 35amps, so 460watts / 35amps = 13.14. This number is the minimum number of volts you will need to get the power input we are looking for.
4) So now we know to fly a 46oz model we will need to draw 35 amps from a battery source of at least 13.14volts. Since we are using Li-Poly batteries we have to choose packs with voltages divisible by 3.7. Each Li-Poly cell is 3.7 volts so 13.14 volts / 3.7volts = 3.6 cells. Remember we are using minimums to calculate our setup so we don't want to drop down in cell count, so we will round up to a 4 cell pack. Most packs on the market with discharge rates high enough for our use are 2P packs or 2 cells in parallel. Putting the two together gives us a 4S2P pack. (the number of cells parallel depends on the C rating needed)
5) Now that we know what we are looking for we can decide on what motor and battery combination to use. This is where things become more difficult. The selection may seem endless when it comes to motors, so how do you know which one to pick? If you read up on electric power systems you will find the most popular or best performing motor brands. (Ex. AXI, Plettenberg, Aveox, Hacker, Jeti, Mega) to name a few. I have used mainly AXI and Plettenberg outrunner style motors from the beginning. There are also a number of motors that are the conventional "inrunner" style that will work well, but I found good results with outrunners so I have stuck with them for the time being.
Batteries are the same situation. There are many good brands out there and if you follow electric power at all you will pick up on them. I prefer Thunder Power because they seem to have the highest energy density per weight, and also have proven to be extremely reliable.
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The motor ESC and battery compartment of Mike Palko’s `Silencer’. No need for a grease rag to clean this one after a days flying. Mike is now using a 3 blade propeller.
6) After you decide which brand or brands you want to look into you need to determine what size motor will handle the voltage you will be using. We are using 14.8volts or 4S Li-Poly pack. Motors are normally rated at a min and max voltage, max continuous amperage, and max efficiency @ a given current level, or at least that is what we will be looking at mainly. We need to be sure we fall in between them.
As far as the battery pack goes you need to be sure it is a 4S2P (for this setup) and can handle the 35amps continuously that we will be drawing. Do not pick a pack that says it can handle 35amps continuous and say 50amps for short bursts. We want some room for error and a little safety cushion so look for a pack that can handle at least 40amps continuously. This will let you pull more current later if needed and also keep the pack from working at it's limit extending it's life and keeping it cool during use.
7) So you have picked the motor brand and size that will handle our input voltage of 14.8volts. For a .40 size stunter we will be using a 10-12" prop with a pitch of 4-6" more than likely. I will pick an 11" dia and a 4" pitch. (I prefer lower pitch props, but you can use what you prefer) Now you can either look up the manufacturers specs for the motor (they usually give you a few examples of performance levels for a given prop at a given voltage) or you can buy a motor calculator program to help you along (motocalc is an example). Lets say the first motor you choose turns an 11x4 @ 14,000rpm and draws 47amps. The first problem is the rpm. It is to high for our application and the current draw reflects this. To fix this we will need to pick another motor (same size and manufacturer) with a higher number of winds. The higher the number of winds the lower the rpm for a given voltage. This will also lower the current draw if you keep the input voltage constant. You would do just the opposite if the motor turned to few rpm. If you go through each motor in that size range (from the same manufacturer) and you still can't find one suitable for your application you will need to vary the prop dia. and pitch to adjust the pitch speed and amp draw until it is usable. If you can't get it to a satisfactory level you may need to change motor manufacturers. Even though two different motors have the same size, weight, number of winds etc.... they may still perform differently. The reason being different manufacturers hold different tolerances, use different materials, have different designs and so on...
8) Ok, we now know our target weight, power system requirements, battery voltage needed and amp draw that is required. We are pretty sure the motor we picked is what we need or is close enough that a few prop adjustments will get us there and the battery pack will deliver the power. That leaves us with an ESC and timer.
ESC's for the most part all perform very close to one another. A few examples are Castle Creations and Jeti. The biggest difference is the programming options. All you really need to be concerned with is that is capable of handling the current levels we will be pushing, has a governor and has a BEC built in. I recommend like the battery going a little higher on the rating than needed. For a 35 amp setup go with a 40 or 45 amp controller. Again we don't want to push the system to the limit and cause heat problems. Just like an IC setup to much heat is bad for electric power systems as well. The governor will be used as a break to prevent whip up. The BEC is short for battery eliminator circuit. This will be set at the appropriate voltage incase of any type of timer failure the ESC will shut the motor off to prevent damage to the battery pack or airplane. I won't go into detail because each pack 2S 3S 4S 5S etc... needs a different cutoff voltage and each ESC is different when it comes to programming.
Timers are limited right now to the Z-Tron and the JMP. I only have experience with the Z-Tron timer and can say it works very well although the JMP has gotten very good reviews as well.
9) Now we know the motor, battery pack, ESC, timer and prop to be used. Now you can weigh the entire setup and add a little extra for the connectors, solder, shrink wrap, prop, prop adapter, timer and other misc mounting hardware. When your total is tallied subtract it from your ready to fly weight. I will call this setup weight 22oz. 46oz - 22oz = 24oz bare airframe weight.
I am sure you can guess what to do next. Pull that engine, prop, tank, fuel lines, filter, etc. out of the airplane and weight it. Above 24oz and you may be a little on the heavy side. 24oz or less and you are on your way to a successful conversion. If you are close to the weight you may want to pull the engine beams/crutch assembly and tank mount/floor out to get you to your target weight or maybe even below it. Don't forget to pull out any nose or tail weight. You will be able to shift the battery to compensate for the added ballast previously needed.
If you are using this step by step for a scratch built project you can build the model to suit the weight needed making it easier on yourself.
Like I said earlier this is just a quick rundown on how to get started. I didn't really go into any detail on any one subject. Electric power systems have so many variables one could write page after page about them. There is still a lot of theory behind it all (for C/L use) and there are many things I still don't know myself. Also, the figures I used may not hold true. They are just examples to show the math involved.
I think this will give you a good starting point on designing your own power system. I am sure I missed some things, and may have even been a little off on some things I mentioned. I apologise ahead of time if I did. Mike Palko
If you would like some more information on electric powered control line models, you can check out this URL for some details of Dave Day’s experiments in the UK. http://www.iroquois.free-online.co.uk/clmodel.htm
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Wooden
aeroplanes are pretty much the same, no matter what size they are. Here is a very large scale model under
construction. This one is full scale
and is hiding in a West Aussie garden shed.
It is a Druine `Turbulent’ being built by Howard Jones who was a former
free flight and peanut scale specialist.
This one won’t be powered with Tan 2 rubber, but with a modified
Volkswagen engine. It was designed by Roger Druine of France in the late 1950s, it has 80 square feet of wing area, and will weigh about 450 pounds empty.
Well, that’s it for another month. Do you realise that if venetian blinds hadn’t been invented, it would
have been curtains for all of us?
Charlie Stone VH4706 Email cestone@bigpond.com